Railway car retarder apparatus



June 30, 1931. E. FRLICH RAILWAY CARvRETARDER APPARATUS 4 Sheets-Sheet l Filed Dec. 20; 1926 June 3o, 19311 E FRUCH 1,812,691

RAILWAY CAR RETARDER APPARATUS llll l-ll E? MW June 3o, 1931. E. FRUCH 1,812,691

RAILWAY CAR RETARDER'APPARATUS Filed Dec. 2o, 1925 4 sheets-sheet' 5 l/Tuf n@ E. FRLlcH RAILWAY c An RETARDER APPARATUS June 30, 1931.

Filed Dec. 20, 1926 4 Sheets- Sheet 4 mwN w @www I- I. I.

Patented June 30, 1931 UNITED STATES PATl-:N'u ortica ERNST FRLICH, F ESSEN, GERMANY, ASSIGNOR TO THE HANNAUER CAR RETARDR COMPANY, 0F GIBSON, INDIANA, A CORPORATION OF LLINOIS t RAILWAY CAR RETARDER AFPARATUS Application filed December 20, 1926. Serial No. 155,923.

My invention relates to apparatus for retarding the movement of railway cars during the making up of trains in a railway switching yard. It appertains particularly to retarding apparatus of the general type in which wheel engaging members of suitable length are arranged at one or both sides of a track rail at predetermined points in a switching yard and adapted to be operated 19 at a point remote from the apparatus to move the wheel engaging members into fr ictional engagement with the side faces of the wheels of a car.

The general object of the invention is to i5 provide improvements in apparatus ofthe above character, whereby the car wheel enf gaging members may be set in a position to automatically effect a preliminary frictional engagement with the side faces of the 2o wheel and whereby increased pressure may be exerted at will against the side faces of the car wheel. In this connection, the invention also contemplates wheel gripping members having an operativeengagement with each other and so disposed with relation to the adjacent track rail that the gripping action of the members on the side faces of the car wheels is effective to retard the movement of the car only when a wheel of so the car exerts pressure downwardly on a part ofthe apparatus.v i Y Y VA. more specific object of the invention is to provide, in apparatus of the above character, means whereby the pressure on opposite side faces of a car wheel is effected by a yielding toggle leverage and in which the parts are so constructed and arranged that j `the retarding pressure on the car wheels will be relieved automatically by movement upwardly of the car wheels with relation to the track rail. The invention also contemplates the provision of various adjustments of the parts of the apparatus whereby the wheel gripping member may be accurately positioned with respect to the rails and whereby the pressure, by which the initial grip on the 'wheel is effected, may be adjusted to suit the service conditions. Y f

vAnother object of the :invention is to proff rideimpraremente, in apparatus ef the above character, whereby the wheel engaging members may be moved to such position relative to the track rail as to provide a relatively wide range of clearance between the saidwheel engaging members and the wheels of a car or locomotive. The invention aims, in this connection, to provide an arrangement and construction of the various parts of the apparatus which will permit the wheel gripping members to be elevated to such positionas may be deemed most suitable for the application of braking power to the railf way car wheels, but which may be moved to such position relative to the rail as to provide clearance for the relatively. wide parts of locomotive wheels, or to providesuitable clearance for such other parts of a locomotive or other railway equipment as may be arranged near the track rail and likely to be damaged thereby or likely to interfere with the proper operation o-f the retarding apparatus.

The invention consists in the new and improved arrangements, constructions and combinations of parts andV devices hereinafter more specifically described for carrying out the above stated objects and such other objects as will appear from a detailed description of the embodiments of the invention illustrated in the accompanying drawings.4

Fig. l is a plan view of a portion of a retarding apparatus constructed in accordance with my invention, the said view being broken away intermediate its ends. Y

Fig. 2 is a fragmentary view inside elevation of the retarder apparatus shown in 1.

Fig. Y3 is a cross-sectional view taken on line 3-3 of Fig. 1 and showing the operating parts in the position which they assume when retarding the movements of a railway car.

4 is a fragmentary vertical section taken onv line 4 4 ofiFig. 1

Fig. 5 is a fragmentary plan sectional vview taken on line 5-5 of Fig. 4.

Figs. Gand 7 are detail views in perspective of members employedI in -the construction` shown in the invention herein described.

Fig. 8 is a View similar to Fig. 3, butillustrating a modified construction.

Ifig-' 9l is agarose-sectional taken -l through a portion of the modified apparatus, the section being taken on line 9 9 of Fig. 8 and looking in the direction indicated by the l1`IO\VS.

Fig. 10 is a view siniilar to Fig. 3, but showing further modifications of the structure whereby the apparatus as a whole may be adjusted vertically with respect to the track rail. j

Fig. 11 is a` sectional view taken on line 11-11 of Fig. 10, and

Fig. 12 is an inverted plan view taken on line 12-12 of Fig. 10.

The embodiment of my invention illustrated in Figs. 1 to 7 inclusive, of the drawings, shows a plurality of car wheel engaging members or shoes 10 and 11 arranged on opposite sides of each track rail 12. It will be obvious, however, from the following description that the present embodiment is einployed merely for the purpose of illustration and that the arrangement and number of wheel engaging members may be varied without departure from the spirit of the iin-rention.

The wheel engaging members herein shown are supported on levers 13 and 14 which are pivotally supported on shafts 15. These shafts extend longitudinally of the track rails and are supported on channels 16 and 17. Spacing members 17a and 17" surround the shaft 15 (Fig. 2) to hold the levers 13 and 14 in spaced relation to each other and in spaced relation to the supporting channels 16 and 17 in manner to resist movement of the. levers 13 and 14 longitudinally of the rails 12 when the wheel engaging members are moved into frictional engagement with the Vcar wheels. In addition to providing fixed supports for the levers 13 and 14 and various other parts of the apparatus, the said channels serve as cross-ties on which the track rails are supported. The wheel engaging members 10 are rigidly sunnorted on the outer ends of the levers 13-14 so that they will. be rocked into frictienal engagement with the outer side faces of the car wheels. rl`he openings 18, through which the shafts 15 extend, are preferably elongated so that the levers 13-14 may shift bodily transversely of the rail, when such movement is necessary or desirable in addition to the rocking movement of the levers, to bring the members 10 into their operative position against the said outer faces ofthe car wheels. The said transverse movement of the levers compensates for variations in the thickness of car wheels and variation in their positions relative to the vertical center of the track rail. The wheel engaging members 11 are provided with rocker bearings or cooperating cam means 19 and bear with a loose rolling contact against inclined shoulders 20 ofthe levers 13-14 Each of the said members 11 is supported in an inclined position by means of one or more springs 21, and is provided with a bearing surface 22 adapted to bear against the inner face of a car wheel. This end is also provided with a` bearing surface 23 adapted to be engaged by the flange of the car wheel. Normally, the surface 23 is supported substantially on a level with the top surface of the track rail and is depressed to the position shown in Fig. 3 by the downward pressure of the car wheel flz nge.

lith the member 10 in engagement with the outer face of a car wheel, any upward pressure exerted at the inner ends of the levers 13-14, will rock the said levers about an axis indicated by the numeral 24 in Fig. 3. This 7 upward pressure on the levers will also tend to decrease the angle A indicated in Fig. 3 so as to exert a strong toggle grip on opposite faces of the car wheel. However, if the angle A is increased, as by a downward rocking movement. of the levers 13-14 or lby an upward movement of the car wheel with relation to the track rail, the toggle grip of the members 10 and 11 is relieved. The members 11 may be held against movement longitudinally of the rail 12 by any suitable means. ln the drawings I have shown the member 19 formed with flanges 19"L which embrace the levers 13 and 14 so as to prevent any substantial longitudinal movement of the members 11.

The inner ends of the levers 13-14 are formed with elongated slots 25 which receive studs 2G of a resilient supporting and operating mechanism. This mechanism is positioned in the center of the track so as to support the ends of the levers 1.3 and 14 located on each side of the center of the track.

Each of the supporting mechanisms consist of aV spring sea? 27 carried between the lower ends of spaced operating levers 28, the latter of which are pivoted at 29 to base members 30. A coiled spring 3()a is positioned on the seat 27 and carries at its upper end a head 31 on which the studs 26 are formed. A

bolt 32 extends through the seat 27 and the head 31 so as to provide adjustment of the compression of the spring.

The movable parts of the said mechanism are guidedA in slots 34-34 of guide plates 35,

the latter of which are secured to the transverse channel members by means of angles 36 and bolt-s 37. Spacing blocks 38 are preferably interposed between the angles 36 and the channel supports so as to provide vert-ical adjustment of the guides and in turn provide angular adjustment of the levers 13-14. The operating rods 28 of all the spring supporting mechanism of each complete operating unit are connected at their upper ends to a connecting rod so that all of said supporting and operating mechanisms may be raised and lowered simultaneously. Any suitable power means may be employed for imparting movement to said connecting rod. The power cated at 41. In all ot means illustrated in the drawings consist of a cylinder and piston mechanism 39.

In operation, the pressure in the cylinder is normally such as to support the spring supporting mechanism at the upper end of the slots 34 of the guide-ways 35 and to hold the spring seat 27 against any appreciable downward movement. With the spring supporting mechanism in the above position and with the wheel engaging members and 11 in their normal inactive positions, the anges of car wheels passing over the apparatus, engage the surfaces 23-23 of the wheel engaging members 11-11 on opposite sides of the track, so asV to depress the members 11 to the position shown in Fig. 3. The downward' rocking movement of the members 11 moves the surfaces 22 into frictional engagement with the inner faces of the car wheels.- Further downward'movement of the members 11 exerts downward pressure on the levers 13-14 and also tends to move said levers bodily transversely of the rail until the members 10 are brought into engagement with the outer facesfof the car wheels. The'downward rocking of the inner end of the levers 13-14 compresses the spring 30a. The compression of the spring exerts force at the inner ends of the levers 13-14 and thereby tends to move the members 11-11 toward the horizontal and accordingly increase the gripping action ofthe members 10 and 11 on opposite faces of the car wheel. When it is desired to apply additional pressure `to the side facesof the car wheels, the levers'V 28 are rocked downwardly and thereby subject the spring-l()a to further .compression and exert a corresponding increase inthe force applied upwardly to the levers 13--14 The initial pressure to which the car wheels are subjected may be varied by adjustment of the rod 32 so as to varythe compression of spring a; When itis desired to move the wheel engaging members 10 and 11 of a unit to inoperative position, the operating armsV 2S are moved toward the left of Fig. 4, i. e., in a counterclockwise direction; This movement lowers the spring supporting mechanism and permits the inner end ofthe levers 13-14 to drop downwardly.

In Figs. 8 and 9 I have illustrated a moditied embodiment of the invention. yIn this modification, the wheel engaging members 10a, instead of being carried'at the outer ends of the levers 13a-143L are supported on pivoted links so as to move horizontally into and out of engagement with the outside faces of the car wheels. The levers 13k-142mstead of being pivoted to the transverse channelmembers, as indicated in the ,preceding figures, are pivoted at their outer ends to the members 10a. The wheelengaging members 11a, instead of having a rolling bearin on the said levers are plivoted thereto, as indier respects the modification shown in Figs. 8 and 9' may be and preferably is the same in construction as that illustrated in the preceding figures. The operation of the modified embodiment is substantially the same as that illustrated in Figs. 1 to 7 inclusive, with the exception that the members 10L are so mounted as to permit the levers 13-14a to be pivot-ed thereto instead of being pivoted to the fixed transverse channel members.

In Figs. 10,- 11 and 12 I have shown a modified construction illustrating means whereby the wheel gripping members of the apparatus may be raised or loweredwith respect to the track rail. The raising and lowering mechanism of this modified embodiment. may be used in connection with eitherof the apparatus heretofore described. For the purpose of convenience, however, I have illustrated the modification in connection with the shown in Figs. 3 and 4.

In the modification shown in Figs. 10 anc Il, the transverse channel members 16a-17a may be raised or lowered withl respectto the track rails this being accomplished by any suitable means such as the usual air cylinders which in release act as a cushion to prevent too rapid loweringof the parts. The track rails instead of being supported on the said channel members asshown and described in connection with Figs. 3 and 8, are supported on the usual cross ties (not shown), betweenwhich the channel members may be arranged.

The wheel gripping members and the various other members carried on the channel members 1621--17a of the present modifications arepreferably the same as the corresponding members of Fig. 3. It will be unnecessaryV therefore to describe these members in Vconnection with the present modification.

The channel members 16a-17a, instead of being attached to the longitudinal channelsV 30-30 asshown in the precedinggures, are

normally supported in spaced relation to said channels 30, by means of latch members 42-42. These latch members are preferably supported between brackets 43 and are formed with shoulders 44 which project under and support bow members 45. The bow members, it will be seen, are secured to the bottom iianges of the channel members 16a- 174 and serve as supporting members therefor. rIhe spring` memberV 30D of thisY embodiment is somewhat longer than the corresponding member of Fig. 3, but, in all other respects, it is substantially the same as the spring shown in Fig. 3. The studs 46 of the spring seat 27b are made somewhat longer than the studs shown in Fig. 3 so as to extend under the bow members 45. The spring seat 27 is supported on the operating levers 23h-28b and the said levers are pivotally supported between the channels 30--30 in substantially the same manner as that shown Ain Figa The chan apparatus f nel members -30 are preferably recessed at 47 to provide clearance so as to permit the latch members 42 to swing outwardly about their pivots.

In operation the spring seat 27h may be raised and lowered within the distance indicated bythe lettermb, without raising or loweringthe transverse channel members 16a-17a This range of movements is normally sufficient to take care of the downward movement of the inner ends of the levers 13ai4a under the influence of the pressure of the car wheels. IVhen it is desired to lower the wheel engaging members to such position that they will not be engaged by a car wheel or a locomotive wheel, the operating levers 281 are moved toward the left of Fig. ll. This movement lowers the spring seat 27" until the studs 46 come in contact with the inwardly tapered ends 4S of the latch members 42. Further downward movement of the studs 46 force the latch members outwardly so as to release the bow members 45, the channel members 16a-17 together with all of the member supported thereon are lowered with relation to the track rail until the bowed members again come in Contact with the studs 46. lVhen the apparat us is in the last named position, the wheel engaging members will be so positioned below the top of the track rail that they will not be engaged by the car wheel and consequently will not eitect any retarding action on a car passing over the apparatus. The apparatus lnay then be moved to its elevated position by moving the operating levers 28" toward the right of F ig. 1l. This movement of the said levers raises the spring seat 27" and thereby carries the transverse members 16, 1Gb and the members supported thereon upwardly until the locking members 42-42 again drop by gravity into position to engage the under surface of the bow members 45*45.

Vhile I have shown and described several specific embodiments of the invention, it will be obvious to persons familiar with this art that various changes in construction can be made without departing from the spirit of the present invention. It will be understood, therefore, that I contemplate all such changes in structure that come within the scope of the appended claims. It will also be noted that while I have shown car wheel gripping members in this application as being relatively short, it will be obvious that gripping members extending the full length of the retarding apparatus may be employed if such construction is desired.

I claim:

l. In apparatus for retarding the movement of railway cars, car wheel engaging members disposed on opposite sides of a track rail and adapted to be moved into engagement with the inner and outer side faces cfa car wl-ieel, one of members being aclined upwardly toward the track rail and adapted to bedepressed by the engagement of a car wheel therewith, pivoted means connecting said wheel engaging members and having capacity for movement about its pivot transversely of the rail, whereby the depression of said wheel engaging member moves said connecting member transversely of the rail and forces said wheel engaging members into rictional engagement with the side faces of the wheel.

2. In apparatus for retarding the movement of railway cars, car wheel engaging members disposed on opposite sides of a track rail and adapted to be moved into engagement with the inner and outer side faces of a car wheel, one of said members being inclined upwardly toward the track rail and adapted to be depressed by the engagement of a car wheel therewith, a pivoted lever connecting said wheel engaging members and having capacity for movement transversely of the rail, whereby the depression of said wheel engaging member moves said connecting member transversely of the rail and means for exerting force on said lever to press said wheel engaging members into engagement with the side faces of the wheel.

3. In apparatus for retarding the movement of railway cars, car wheel engaging members disposed on opposite sides of a track rail and adapted to be moved into engagement with the inner and outer side faces of a car wheel, one of said members being inclined upwardly toward the track rail and adapted to be depressed by the engagement of a car wheel therewith, a pivoted lever connecting said wheel engaging members and having capacity for movement transversely of the rail and means for oscillating said lever to press said wheel engaging members into engagement with the side faces of the wheel or to relieve said pressure, as desired.

4. In apparatus for retarding the movement of railway cars, a pivoted lever, a car wheel engaging member adapted to be pressed into frictional engagement with a side face of a car wheel by a rocking movement of said lever, and means for resiliently supporting one end of said lever and for eX- erting force to rock the same into position to press the said wheel engaging member into said frictional engagement with the car wheel.

5. In apparatus for retarding. the movement. of railway cars, a pivoted lever, a car wheel engaging `member adapted to be pressed into frictional engagement with a side face of a car wheel by a rocking movement of said lever; means for resiliently supporting one end of said lever and for exerting force against that end to rock the lever into position to press the said wheel engaging member into said frictional engagement with the car wheel and means for increasing' the rerc'eexertedonsaidlever.

6. In apparatus for retarding the movement of railway cars, a pivoted lever, a car wheel engaging member adapted. to be pressed into rictional engagement with a side face of a car wheel by a rocking move.- ment of said lever; means for resiliently supporting one end of said lever and for exerting force against that ,end to rock the lever into position" to press the said wheel engaging member into said frictional engagement with the car wheel and means for increasing and decreasing the force exerted on said lever.

7. In apparaJ us for retarding the movement of railway cars, a pivoted lever, a car wheel engaging member adapted to be pressed into frictional engagement with a side face of a car wheel by a rocking movement of said lever, a springror vsupporting said lever in its normal inactive position, and means for exerting force through said spring to the spring supported end of said lever.

8. In apparatus for retarding the movement of railway cars, pivoted lever, a car wheel engaging member adapted to be pressed into frictional engagement with a side face of a car wheel by a rocking movement of said lever, a compression spring for supporting said lever in its normal inactive position, and means for increasing the compression'of said spring so as to exert force to the. spring supported end of the lever.

9. In apparatus for retarding the movement of railway cars, a pivoted lever a car wheel engaging member adapted to be pressed into frictional engagement with a side face of a car wheel by a rocking movement of said lever, a compression spring for supporting the lever in its normal inactive position, means for adjusting the compression of the spring, and mechanism operable at will to increase or decrease the compression of said spring so as to eii'ect a corresponding increase or decrease in the pressure exerted through said wheel engaging member.

l0. In apparatus of the character described, a pivoted lever, a spring for supporting the lever in its normal inactive position, a wheel engaging member carried by said lever and normally inclined upwardly toward a track rail and adapted to be rocked downwardly by engagement with the wheel into frictional engagement with a side face ofthe wheel, and means for adjusting the angular position of said lever; the arrangement of said wheel engaging member and said lever being such that the downward rocking of said rail engaging member rocks the said lever downwardly and compresses said spring, whereby the compression of said spring exerts pressure against the lever to force the wheel engaging member into frictional gripping engagement with a side face oi the wheel.

l1. In apparatus of the character described, a pivoted lever, a spring for supporting the lever in its normal inactive position, a wheel engaging member moved by the operation of'said lever into frictional engagement with the outer face of a wheel, a wheel engaging member carried by said lever and normally" inclined upwardly toward a track rail and adapted to be rocked downwardly by engagement with the wheel into frictional engagement with the inner face of the wheel, and means for adjusting the angular position of said lever; the arrangement of said wheel engaging members and said lever being such that the downward rocking of said angularly disposed wheel engaging member rocks the saidlever downwardly and compresses said spring, whereby the compression of said spring exerts pressure against the lever to force the wheel engaging members into frictional gripping engagement with the side faces of the wheel. f

' l2. In apparatus of the character described, a lever pivoted to a lixed part of the road bed, a spring for supporting the lever in its normal inactive position. a wheel engagi ylng member moved by the operation of said lever into frictional engagement with the outer face of a wheel, a wheel engaging mem.- ber carried by said lever and normally inclined upwardly toward a track rail and adapted to be rocked downwardly by engagement with the wheel into frictional engagement with the inner face of the wheel, and means for adjusting the angular position of said lever; the arrangement ofsaid wheel engaging members and said lever being such that the downward rocking of said angularly disposed rail engaging member rocks the said lever downwardly and compresses said spring, vwhereby the compression of said spring exertspressure against the lever to :torce the wheel engaging members into frictional gripping engagement with the side faces of the wheel.

13. In apparatus of the character described, a wheel engaging member movable laterally of the track rail into fricional engagement with the outer face of the wheel, a lever pivoted to said wheel engaging member, a second wheel engaging member carried by said lever which normally inclines upwardly toward a track` rail and adapted to be rocked downwardly by engagement with the wheel into frictional engagement with the inner face of the wheel, and means including a spring for adjusting the angular position of said lever; the arrangement of said wheel engaging members and said lever being such that the downward rocking 'of said angularly disposed rail engaging member rocks the said lever downwardly and compresses said spring, whereby the compression of said spring exerts pressure against the lever to force the wheel engaging members into fricico ti'onal gripping engagement with the side faces of the wheel.

14. In apparatus of the character described, a pivoted lever, a spring for supporting the lever in its normal inactive position, a wheel engaging member moved by the operation of said lever into frictional engagement with the outer face of the wheel, a Wheel engaging member carried by said lever and normally inclined upwardly toward a track rail and adapted to be rocked downwardly by engagement with the wheel into frictional engagement with the inner face of the Wheel, and means for adjusting the angular position oi said lever; the arrangement of said wheel engaging members and said lever being such that the downward rocking of said angularly disposed rail engaging member rocks the said lever downwardly and compresses said spring, whereby the compression of said spring exerts pressure against the lever to force the wheel engaging members into frictional gripping engagement with the side faces oi the wheel, and means operable at will to change the vertical position of said spring so as to vary its compression.

15. Apparatus for retarding movement of railway cars, a pivoted lever, wheel gripping means disposed on opposite sides oi' a track rail and adapted to be pressed into frictional engagement with the side faces of a car wheel by a downward rocking movement of said lever, a compression spring for exerting pressure against the lever to rock said gripping member into said engagement with the car wheel, means operable within a predeter-v mined range of movement for varying the compression of said spring; said spring compressing member being operablein one direction to elevate said gripping members to their normal operative position relative to the track rail and operable in the opposite direction to lower said gripping members relative to the track rail to a normal inoperative position.

1G. In retarding apparatus, the combination of wheel engaging shoes disposed adj acent and on each side of track rails, members for operating said shoes pivotally and slidably mounted adjacent said rails and operatively connected to a shoe on each side of a rail, and means including resilient means operable to actuate said members.

17. In retarding apparatus, the combination of wheel engaging shoes disposed adjacent track rails, members for operating said shoes, means for actuating said members, and shoes carried by said membersV and disposed adjacent said rails, said last named shoes and members having cooperating means for controlling operation of said last named shoes, and said last named shoes being resiliently supported adjacent said members.

18. In retarding apparatus, the combination of wheel engaging shoes disposed adjacent track rails, members for operating said shoes, means for actuating said members', shoes carried by said members and disposed adjacent said rails, said last named shoes and members having cooperating means for controlling operation of said last named shoes, and said last named shoes being resiliently supported adjacent said members, and means for moving said shoes and members into position where they may be operated to retard movement of a vehicle along said rails.

19. In retarding apparatus, the combination of wheel engaging shoes disposed adjacent track rails, members pivotally and slidably mounted for operating said shoes, means for actuating said members, and shoes carried by said members and disposed adjacent said rails, said last named shoes and members having cooperating means for controlling operation of said last named shoes.

20. In retarding apparatus, the combination of wheel engaging shoes disposed adjacent track rails, members pivotally and slidably mounted for operating said shoes, means for actuating said members, shoes carried by said members and disposed adjacent said rails, said last named shoes and members having cooperating means for controlling operation of said last named shoes, and means for moving said shoes and members into position where they may be operated to retard movement of a Vehicle along said rails. n

ERNST FROLICI-I.

ISO 

